Starter for engines



1933- .1. A. CHARTER STARTER FOR ENGINES Filed March 1, 1929 placement.

Patented Aug. It, 1933 iszc s'i s'raa'rsa iron ENGllNlES of Illinois Application March 1, 1929. Serial No. 343,718

11 (Claims.

My invention relates to engine starters and particularly to starters which are adapted for use in connection with automobile engines and the like.

Certain structural features of my present invention simulates those disclosed in my patents relating to engine starters No. 1,554,623, dated September 22, 1925, and No. 1,682,368, dated August 28, 1928. It is an object of my present invention, however, to provide an engine starter which represents a decided improvement over the starters set forth in my above identified patents and to this end I propose to provide a device of the above identified nature which is of simple and durable construction and which is positive in operation.

Another object of my present invention is to provide a starting device which represents an improvement over starting mechanisms which have heretofore been employed in that the parts constituting the same may be readily assembled or disassembled for purposes of repair or re- Still another object of my invention is to provide a starting unit which is reversible in nature, that is to say, which may be used with equal effectiveness and with a minimum rearrangement of parts in connection with all types of starter motors regardless of their normal direction of rotation.

Still another and more specific object of my invention is to provide improved means for effectively preventing the rotary driving unit or pinion of the starting mechanism from being urged toward the driven element or gear while said driven element is being driven by the engine of which it forms a part.

Still more specifically, my invention contemplates the provision of a resilient means which is positioned in the member upon which the driving pinion is axially movable, said resilient means being designed to yieldingly bear against .the driving pinion with sufficient force so as to prevent said pinion from being axially or longitudinally moved beyond a predetermined position except when said pinion is moved in response to the actuation of the starting motor, in which instance said resilient device will yield sumciently to permit the pinion to be moved into operative relation with respect to the driven element or gear.

These and other objects will be more apparent from the following detailed'description when considered in connection with the accompanying drawing, wherein- Figure l is a side elevational view of a mechanism which discloses one embodiment of my invention, the same being shown in associationwith a fragmentary portion of the driven gear and a starting motor indicated by dotted lines;

Figure 2 is a view similar to Figure 1 disclosing the relative position of the parts after the driving pinion has been carried into operative association with the driven gear;

Figure 3 is an end elevational view of the device as viewed from the left of Figure 1;

Figure a is a transverse vertical sectional view taken substantially along the line 4-4 of Figure Figure 5 is a transverse sectional view taken substantially along the line 55 of Figure 1;.

Figure 6 is a detailed view of a spring which is coiled in a direction opposite to that of the spring shown in Figures 1 and 2 and which may be readily substituted for said spring;

Figure 7 is a fragmentary sectional view taken longitudinally of the mechanism disclosing a driving pinion of modified construction which is adapted at all times to overlie the resilient abutment or ring;

Figure 8 discloses a modified form of resilient abutment which might be substituted forthe resilient ring disclosed in Figures 1, 2, 5 and '7;

Figure 9 is also a modified form of resilient abutment;

Figure 10 is a side elevational view of a driving sleeve equipped with a tracker element of modified construction; and

Figure 11 is a transverse sectional view thereof taken substantially along the line 1111 of Figure 10.

, Referring now to the drawing more in detail wherein like numerals have been employed to.

designate similar parts throughout the various figures, it will be observed that one embodiment of my invention includes a drive shaft 10 which is connected at one extremity thereof in any suitable manner to a starting motor of conventional design which I have indicated in dotted lines by the numeral 12. Mounted upon this drive shaft 10 is a pair of sleeve 14-. and 16. The sleeve 14 is secured to the shaft 10 by any suitable means as for example by means of a set screw 18 while the sleeve 16 is freely rotatable upon the shaft 10. One extremity of this sleeve 16 abuts one extremity of the sleeve 14 and the opposite extremity of the sleeve 16 abuts an annular shoulder formed on the shaft 10. From the foregoing it will be apparent that the sleeve 14 is rotatable with the shaft 10 and secured against longitudinal displacement by means of the set screw 18 while the sleeve 16 is adapted to rotate independently of the shaft 10 and is secured against longitudinal displacement by the sleeve 14 at one end and the shaft shoulder at the opposite end. In this connection it is to be understood that the shaft 10 and the sleeves 14 and 16 should be considered as a shaft unit. In some instances it might be advisable to have this unit formed as a single shaft which would represent the mechanical equivalent of a unit comprised of a plurality of parts such as the shaft 10 and the sleeves mounted thereon. In employing the term shaft unit? I am endeavoring to include the broadest range of mechanical equivalents to which my invention may apply.

In the particular embodiment of the shaft unit disclosed in Figures 1 to 5 inclusive the sleeve section 14 is provided with a lug or what might be designated as a tracker 20 which extends radially therefrom. This tracker 20 is adapted to follow within a spiral-way 22 which is presented between the convolutions of a coil spring 29. 7 One extremity 26 of this spring extends through a lug 28 which is formed integral with a flange 30. This flange 30 is formed integral or is otherwise connected with a driving member or pinion 32. At a point diametrically opposed with respect to the lug 28 is a similar l'ug 34, said lugs being substantially equal in size and weight, the only difference being that the lug 28 is longer and narrower than the lug 34. The driving pinion 32, the flange 30 and the spring 24 present a driving unit which I have designated generally by the numeral 36 and it will be observed that this driving unit 36 is adapted to be moved longitudinally of the drive shaft unit in response to the travel of the tracker 20 within the spiralways 22. The travel of the driving unit upon the drive shaft unit might be said to be a full floating travel. That is to say, the driving unit 36 freely floats or travels upon the shaft unit.

Consider for example that the driving unit 36 is positioned as shown in Figure 1 and rotation is imparted to the drive shaft unit in response to the actuation of the starting motor 20. This will cause the tracker 20 to be rotated in a clockwise direction, when viewed from the left of Figure l and during the initial movement thereof the driving unit will be urged longitudinally to the right so as to cause the pinion 32 to mesh with a driven gear 38 which in many instances forms a part of the fly-wheel unit of the motor to be started. When the pinion 32 has been moved to the position shown in Figure 2, the tracker 20 will be carried into'engagement with a hook portion or extremity 40 of the spring 24. The resiliency of the spring 24 in this instance serves to take up the shock resulting from the sudden contacting of the tracker with the hook portion 40. In this manner the initial yielding of the spring 24 serves to positively eral speed of travel of the gear 38 will eventually ,exceed the peripheral speed of rotation of the shaft unit, thereby causing a counterclockwise rotation of the driving unit 36. This will cause said driving unit to be moved longitudinally to the left, Figure 2, so as to disengagethe pinion 32 from the gear 38.

As the driving unit 36 reaches the limit of its longitudinal movement to the left, Figures 1 and 2, the tracker 20 is moved into sudden engagement with the lug 28. This sudden engagement with the lug 28 frequently causes said pinion to experience a rebound or in a sense a kick back. That is to say, the. sudden impact of the tracker with the lug results in the pinion being rotated in a counter-clockwise direction which is sufficient to cause a longitudinalmovement of said driving unit to the right. VObviously it would not be desirable tohave the teeth of the driving pinion 32 engage the swiftly moving teeth of the pinion 20. To positively avoid such an occur: rence and to prevent any undue vibration of the parts in response to engine vibrations, I provide a resilient abutment 42, Figures 1, 2, 5 and 7. This resilient abutment 42 forms a split ring which is seated within an annular recess provided in-the collar' or sleeve 16; The annular abutment 42 is slightly larger in diameter than the sleeve 16 and thus serves as a resilient stop or abutment for the pinion 32 when said pinion is in the out position'as shown in Figure 1, thereby maintaining a predetermined spaced relation between the pinion and the gear 38, thus preventing any chanceof jarring which might cause the pinion to shift into engagement with the gear '38. Each extremity of the bore of the pinion 32 is chamfered as shown in Figures 1, 2 and 7 so as to enable the pinion to pass over the annular abutment 42 when sufficient longitudinal pres sure or force is applied to the pinion. As stated above, the kick back of the pinion is sufficient to cause said pinion to be urged longitudinally to the right and the frictional engagement of the pinion with the annular abutment 42 is sunlcient to prevent further movement of the pinion to the right. In fact, the bore of the pinion 32 is so chamfered that when said pinion is urged into engagement with the abutment in response to the kick back of the tracker, said gear is held in this position by the resilient abutment, thereby securing the same against movement which might otherwise be imparted thereto as the result of the vibration of the automobile engine. Thus when the starter mechanism is not in electrical running contact with the driven gear 38 and the pinion 32 is in its out position as shown in Figure 1, said pinion will not pass the annular abutment. However, when the starting mecha nism is activiated through the agency of the starting motor 12, the inertia is suihcient, through the medium of the tracker and the convolutions in thespring 24, to cause the pinion to be forced forward and over the resilient abutment.

It is to be understood at this point that the incline or pitch of the individual convolutions of the spring is not very great. Hence, the endwise travel of the pinion in approaching the stop collar or abutment is very gradual, yet very positive. The gradual travel or movement of the pinion is decidedly important in connection with the engagement of the teeth of the pinion with the teeth of the driven gear 38. Thus, should the teeth of these gears engage face to face, a slight creeping motion of the tracker causes a slight bearing or pressure of thelpinion against the gear 38 and this pressure continues until the spring 24 is slightly compressed between'the' tracker and the gear. Whensufficient friction is occasioned between the spring and the tracker the pinion will be urged to rotate slightly so as to bring the co-operating teeth of the pinion and gear into registration. At this point theaforementioned slight compressing of the spring causes the sudden expansion of the spring to its normal position so as to instantly cause a preliminary meshing of the pinion and the gear. This positive preliminary meshing secures the pinion against further rotation and the pinion is guided in its endwise travel by said meshing teeth. In this manner rotation of the pinion does not take place until the driving unit has reached the limit of its forward movement.

In some instances it may be desirable to have the pinion constantly overlapping the resilient abutment 42 and this construction is shown in Figure 7. In this figure the bore and the length of the pinion is such that the forward extremity of the pinion always extends beyond the annular resilient abutment. It will be apparent that the positioning of the abutment 42 on the sleeve and the length of the pinion are such that under ordinary operating conditions the pinion never travels clear across the annular abutment. That is to say, when the pinion has been advanced to the position shown in Figure 2, the annular member 42 still bears against the pinion. In instances where there might be a tendency for the pinion to be advanced to a position beyond the resilient abutment, the chamfered portion at the opening of the pinion bore will serve to readily enable the pinion to be forced over said abutment.

Obviously other forms of resilient abutments might be employed without departing from the spirit and scope of my present invention. Thus for example, in Figure 8 I have shown a modified or alternative form of abutment which constitutes a leaf spring 44, one extremity of which is secured in the sleeve 16 and the other is freely movable within a recess 46 provided in said sleeve. The resilient outward force of the spring 44 is sufficient to prevent the pinion 32 from being moved beyond a predetermined position, when the automobile engine is operating. Likewise, in Figure 9 I have disclosed another form which consists of a ball 48 which is urged outwardly through the action of a suitable spring 50. This ball 48 serves similarly to the leaf spring i4.

and the annular abutment 42 in securing the pinion against displacement. 1

The drive shaft unit just described comprises a plurality of parts, namely, a drive shaft proper 10, a sleeve 14 secured thereto and a sleeve 16 rotatable upon the shaft proper. In this construction the tracker 20 may be formed integral with or welded or otherwise secured to the sleeve 14. By having a pair of sleeves as above described, the ease with which the coil spring 24 may be associated with the tracker is greatly facilitated. In other words, in assembling the parts upon the shaft 10 it is only necessary to first apply the sleeve 16 upon the shaft. tilt the sleeve 14; slightly so as to enable the tracker 20 to be inserted within the spiral-way of the spring and then move the entire driving unit 36, together with the sleeve 14 into proper association with the shaft 10. The screw 18 may then be tightened so as to secure the sleeve 14 to the shaft In this way the pinion 32 is mounted upon the freely rotatable sleeve 16 and the parts may very easily be assembled or dismantled. It will also be apparent that the described starting mechanism may readily be adapted for use in connection with an oppositely rotatable motor by merely employing a spring which is wound in a direction opposite to the spring 24. Referring to Figure 6 it will be seen that I have shown a spring indicated by the numeral 24a which may be readily substituted for the spring 24 in instances where the driving unit is required to rotate in a direction reversed to that already described. In other words, my improved starting mechanism is reversible with a minimum amount of adjustment and replacement.

Referring to Figure 10, it will be seen that I have disclosed a drive shaft unit which comprises a shaft 10 and a sleeve 14a which is secured to the shaft by means of a suitable tightening set screw 18-a. I The length of this sleeve 1H is substantially equivalent to the combined length of the sleeves 14 and 16 shown in Figures 1 and 2. Obviously, in order to assemble a coiled spring upon a sleeve of this type some means must be provided for axially moving the tracker with respect to the sleeve. Thus it will be seen that I have provided the tracker 20a which is secured to or formed integral with a bar 52 which isrdovetailed or otherwise mounted within the sleeve 1 4a. By loosening the set screw 18--a this bar 52, together with the tracker 20a may be moved longitudinally so as to enable a coiled spring to be associated therewith prior to the assembly of the driving unit upon the motor shaft. As already pointed out in connectiqn with the driving shaft unit described in connection with Figures 1 tot? inclusive, the driving shaft unit shown in Figure 10 might also comprise a single shaft rather than a shaft and sleeve combined. In this instance the shaft would be made as large in diameter as the sleeve 14a. It will, therefore, be understood that in using the term drive shaft unit throughout this specification I have endeavored to include any of the various mechanicalmodifications which might follow within the spirit and 'scope of this invention. I

From the foregoing it will be apparent that my invention contemplates the provision of an engine starter of simple and improved construction which may be readily assembled or disassembled for purposes of repair or replacement. It will also be apparent'that the invention contemplates the provision of a new and efiiciently operable resilient abutment for the driving unit or pinion. This resilient abutment provides an effective means for reducing the rattle of the starting mechanism parts to a minimum and in addition positively prevents the longitudinal movement of the driving pinion beyond a predetermined point, which movement may be imparted in response to the kick back of the pinion or which might be occasioned in response to the normal vibration of the entire mechanism. In using a starting device of my improved construction it is not necessary to chamfer the outer faces of the pinion teeth other than to slightly relieve the sharp corners of the tooth ends in order to prevent any cutting or planing action as 1 the teeth are brought into mesh with the driven gear 38. Thus the same pinion may be used for starting the motor in either direction. The fac that the faces of these teeth need not be chamfered in order to eifect the proper meshing of the teeth with the driven gear is occasioned as the result of the arrangement of the tracker within the spiral-way of the coiled spring. Sui? ficient play is permitted within the convolutions of the spring so as to enable the pinion to feel its way into mesh with the driven gear. In order to employ my improved starting mechanism for reversed direction of rotation it is only necessary to substitute the spring with another. spring wound in the opposite direction. In some in.- stances the starting motor is of the outboard type in which the outer end of the starting motor shaft is supported by a bracket extending from the motor as distinguished from the shaft shown in the drawing which is not supported at its outer extremity. My device can be employed equally as well in such instances. As already described, the flange 30 is provided with diametrically opposed lugs 28 and 34 which are equal in weight and hence the driving unit is always in balance. This construction makes for operating conditions which are substantially free from vibrations.

Having thus described my invention, what I claim as new and desire to secureby Letters Patent is: 1

1. In an engine starting device of the class described, a driveshaft unit comprising a shaft, a sleeve freely rotatable upon said shaft, an en- "gine driving -member longitudinally movable upon said sleeve, and means for resiliently engaging the engine driving member to maintain said member in a predetermined position with respect to the engine part driven thereby.

2. An engine starting device of the class described comprising in combination with a rotatable driving shaft, a sleeve mounted thereon and adapted to be driven thereby, a second sleeve freely rotatable upon said drive shaft, and an engine driving member mounted upon said second sleeve for longitudinal movement thereof, said drive shaft and engine driving member having a driving connection between them.

3. In an engine starting device ofthe class described, a drive shaft unit, a balanced engine driving member having an unsymmetrical secsurface which is provided with an annular flared portion at one extremity thereof to facilitate the engagement of the resilient abutment with the bearing surface of said pinion.

8. In an engine starting device of the class described, a drive shaft unit, a pinion for driving an engine part, said pinion being mounted on said unit for both longitudinal movement thereof and rotary movement therewith, and an annular resilient means surrounding said unit, said resilient means projecting beyond the peripheral surface of said unit to provide an abutment for the forward end of the pinion when said pinion occupies its normabdisengaged position and adapted to be compressed as said pinion is subjected to its initial actuation, whereby to enable said pinion to scribed, a drive shaft unit, an engine driving member on said unit for both longitudinal movement and rotary movement, said member having an unbroken internal bearing surface and adapted when properly. positioned to operatively engage an engine part to be driven,- and an abut 'ment adapted for engagement with the engine driving member to maintain said driving member in proper, predetermined position with respect to the driven engine part, said abutment being constructed and arranged for engagement ment of said drive shaft unit and rotary movement with said unit, and a split ring carried by the drive shaft unit which is adapted to project beyond the periphery of the drive shaft unit so as to present a resilient abutment for the forward end of said engine driving member and further adapted to frictionally engage said member during the operative functioning thereof.

6. In an engine starting device of the class described, a drive shaft unit, an engine driving member which is adapted for longitudinal movement of the drive shaft movement and rotary movement therewith, said drive shaft unit having an annular recess, and expansible annular move into operative association with the engine part to be driven.

9. In an engine starting device of the class described, a drive shaft unit, a pinion for driving on said unit for both longitudinal movement thereof and rotary movement therewith, a helical member surrounding said unit, a section movable with said pinion for receiving one extremity of said spring, another section movable with said pinion for counterbalancing said first section, and means cooperating with said helical member for effecting the automatic longitudinal movement of the pinion on the drive shaft unit in response to movement experienced by said unit.

11. In an engine starting device of the class described, a drive shaftunit, an engine driving pinion on said unit adapted for both longitudinal movement thereof and rotary movement therewith, said pinion having a smooth internal bearing surface and adapted when moved in a given longitudinal direction to mesh with the teeth of a gear to be driven, an abutment adapted for engagement with the pinion to maintain said pinion in proper predetermined position with respect to the driven engine gear, said abutment being constructed and arranged for engagement with the smooth internal surface of the pinion during substantially its entire longitudinal moveresilientmeans mounted within said recess and adapted to project beyond the'periphery of said ,drive shaft unit and experience its maxim m degree of expansion when the driving member is in its retracted position so as to present a resilient abutment for the engine driving memment with respect to the drive shaft unit, the oppositely disposed flanks of each tooth of the pinion at the forward end thereof being cham JAMES A. oi ma'rnn. 

